Separator and vaporizer for internal-combustion engines



March 31, 1931. G HAMILTON-GRAPES 1,798,200

SEPARATOR AND VAPORIZER FOR INTERNAL COMBUSTION ENGINES Filed March 14, 1928 Patented Mar. 31, 1931 UNIT sTArEs GEORGE HAMILTON-GRAPES, OE MURRUMBEENA, VICTORIA, AUSTRALIA SEPARATOR AND VAPORIZEE FOR INTERNAL-COMBUSTION ENGINES Application filed March 14, 1928, Serial No. 261,578, and in Australia July 13, 1927.

This invention relates to improved means for-separating out, or bleeding from a fuel mixture stream on-its issuance from any form of carburettor, or fuel-air metering device,

and before its entry to the inlet ports of an in ternal combustion engine, of those components of such explosive charge comprised of the higher parafiin. fractions, and holding these for subsequent use when the operating temperature of the engine is sufiicient to ensure their complete gasification and ensuing combustion in the'cylinder of an internal combustion engine.

In the light of recent important research results published this year relating to the basic cause of detonation and outlined in Reports and Memoranda No. 1062 of the Aeronautical Research Committee, on work carried out at the request of the Director of Scientific Re- 2 search of the Imperial Air Ministry in London, (which now confirms applicants prior anti-detonation and crank-case dilution research work, results as exemplified in the sub ject matter of his pending United States 5 patent application Serial No. 93,999, it appears from the present state of the art, based on'an unclear theory of detonation founded on the thermo-dynamic and physical properties of parafiin fuels under the conditions prevailing in the cylinder of a high compression engine, that to the presence of liquid parafiin persisting in thecharge'during compression and in the portion of the charge remaining unburnt at any moment after the initial ignition, may be attributed the root cause of the detonation trouble.

The extraction of these residual drops of the higher paraffins-though forming a very 40 small percentage of the whole mixturefrom present day wet or partially vapourized combustible mixtures provided by any usual carburett-ing device, and also the subsequent complete gasification and combustion of said higher fractions in the cylinders of an internal combustion engine constitute the main aims of the present invention.

In my pending United States patent application Serial No. 208,786 the subject matter of which embraces developments of my U. S. patent application-before mentioned, means for extracting the higher parafiins have been described and in which a catch ment trap chamber is disposed above a retort ofiset from the mixture stream which chamher is adapted to receive drops of the higher paraflins from a slot located in a separator element leading from the carburetter to said retort. The liquid fueloollecting in said catchment chamber is fed to said retort under control of a metering pin.

The present invention also aims at the withdrawal ofheavy paraifin fractions from the separator element prior to reaching the retort and for feeding the fractions so with- 5 drawn to the catchment chamber and in addition retaining same therein under thermostatic control for feed to the retort when the heat condition of the engine exceeds 160 degrees Fahrenheit. 7

Alternatively the heavy parafl'in fractions may be passed from the separator element directly to the first of the series of troughs in the retort construction described in my beforementioned patent.

In addition the invention also includes provision for the storage of heat in the toe of the said retort.

In a practical application of the present improvements the diameter of the'delivery 80 orifice of the separator element is restricted, to set up increased velocity, by the provision therein of an annulus or ring the function of which is to turn or direct the separated or bled liquid drops of the higher paraffins, 8 which have been deposited by centrifugal action and gravitational force upon the walls and in the bends of the horizontal or entry section of the separator element, into a deeply cut gutter or catch groove. Said groove com- 90 pletely surrounds the inner edge of the construction or velocity annulus and at the lowest point merges into an appreciable enlargement or miniature catch-pan which communicates with a drain formed in the base of the separator element.

From the lowest point of said miniature catch pan a duct delivers into the main catchment sump, located below the vortex chamber of the separator element.

As above mentioned the higher paratlin fractions delivered to the said main sump are fed through a metered duct into the uppermost trough of the retort and this feature is supplemented by the provision of a thermostatically controlled valve which will operate to hold up the passage of said fractions through the metering duct to the trough mentioned. V

To provide for withdrawing excess fractions from said trough a thermostatically controlled valvular duct may be provided from the latter and also a similar duct opposite to the latter duct for receiving fractions directly from the catch groove before mentioned. Both said thermostatically controlled ducts are located in the same plane as the metering duct and each equipped with a thermostatically controlled valve.

For heat storage in the toe of the retort I provide upon the outer'surface of the'lower portion of the toe of the beforementioned retort a series of depending pins or studs of appreciable length and cross section having longitudinal fins arranged thereon and constituted of metal of a high heat conductivity said pins or studs being located in the exhaust gas expansion area; For further heat storage I provide a suitable block of metal introduced into the retort to lie upon the floor or bottom of the same. Said block preferably completely covers the retort floor and is formed with a series of passages or orifices of restricted cross section to provide the maximum area of contact for theminimum amount of liquid fuel. I I

Reference will now be had to the accompanying drawings illustrating the practical incorporation of the improvements according to the present invention.

In these drawings,

Figure 1 is a rear elevation of the complete device generally arranged according to the beforementioned prior patent.

Figure 2 is a side elevation with the lower retort end in section showing the pins or studs and the block before mentioned.

Figure 8 is a plan view looking in the direction of arrow A in Figure 2.

Figure 1 is a sectional elevation corresponding to the upper portion of Figure 2 with diiferent portions in section.

Figure 5 1s a section on line VV in Figure 4.

Figure 6 is a plan view of the mouth flange of the retort.

Figure 7 is a perspective chain view of the several parts forming one of the thermostatic valves shown in dotted lines in Figure 6.

Figures 8 and 9 are plan vieWs of the heat storage block and pins or studs before mentioned as being associated with the toe or lower end of the retort.

The separator element S, retort chamber R with shrouding G in communication with exhaust gas through inlet orifice I, also vortex chamber V and main sump C below the latter, and mixing and intercooling element M delivering to the engine inlet manifold are all arranged in general accordance with the construction described in my beforementioned patent specification.

In accordance with the present improvements an annulus 10 is located in the separator element S at its junction with the dome of the vortex chamber V and its mouth is of restricted diameter relative to that of the separator element so that a high velocity is set up at that position which facilitates the delivery of high parafiin fractions into the annulus which registers with the catch groove 11 which completely surrounds the annulus. The separator S connects by a union flange lO'to the carburetter. The groove 11, consequent upon its angular disposition, enables the liquid fractions trapped therein to gravitate to the bottom where the groove merges on opposite sides-into the miniature catch pan 12 (see Figure 5) which tapers downwardly to the duct 13 from which the liquid gravitates into the main sump C which is in communication through duct 14 with the uppermost of the series of horizontally disposed troughs 15 in the wall of the retort chamber B. This duct 14; as in my previous patent specification is controlled by a metering pin v16 introduced through the basal flange 17 of the vortex chamber V and in accordance with the present invention is. also controlled by the thermostatic valve 18 constituted of a hemispherical steel plug mounted on thermostatic metal arm or blade 19 secured to the flange 20 of the retort R by screws 21 passing through said blade and also through anchor-plate 22 and tensioning wedge 23 (see Figure 7 The blade 19 is adjustable longitudinally relative to the retaining screws, for whichpurpose the apertures through which the latter passare elongated. This valve 18 is so designed that it remains closed until such time as the engine temperature conditions exceed 160 Fahrenheit.

In the event of low heat conditions operating for an abnormal period and the main sump becoming filled with liquid fuel for thator any other reason the excess liquid will pass out through overflow pipe 24 130 a reserve tank.

Again should the uppermost of said troughs 15 become overcharged with liquid fuel for any reason it may also discharge through duct 25 located in the retort flange 20 to a pipe 26 in common with the overflow pipe 24 from the main sump C. Said dis charge duct 25 is preferably controlled bya thermostatic valve 26a, Fig. 6, corresponding to valve 18 but so designed that it closes when the temperature in the retort is such that the liquid fuel in said uppermost trough can is effectively gasified in the retort R.

Further to the thermostatically controlled ducts 14 and 25 a further duct 27 may also be provided in the retort flange 20 to lead into the uppermost trough before mentioned being located in the same plane as the ducts 14 and 25 and the duct 27 is thermostatically controlled by a valve 28 similar to the valves 18 and 26 and designed to close similarly to valve 26. This duct 27 can be placed in direct communication by means of a pipe (not shown) with the delivery end of the duct 13 communicating with catch pan 12 and there by by-pass the liquid fuel from the latter direct to said uppermost trough without passing same through main sump G and duct 14 into said trough.

Referring now particularly to Figures 2, 8 and 9 heat conservation is provided in the toe of the retort R- by means of the block 29, located inside and lying on the floor of the latter, and also the pins or studs 30 on the exterior surface of said floor.

The block 29 is of approximately hemispherical form and provided with a series of fine apertures or cuts 31 toprovide maximum contact surface for the liquid fuel and the studs 30 are slit longitudinally or formed with fins 32 (see Figure 9) for increased heat conduction.

I claim:

1. The combination with a separator for receiving carburetted fuel mixture, an angularly disposed annulus projecting into the outlet end of the separator, and a sump below the annulus; of a retort below the sump, said annulus discharging separatedliquid to the sump, a regulable duct connecting the sump and retort and a thermostatic valve controlling the duct.

2. The combination with a separator for re ceiving carburetter fuel mixture, an angularly disposed annulus projecting into the outlet end of the separator, and a sump below the annulus; of a retort below the sump, said annulus discharging separated liquid to the sump, a regulable duct connecting the sump and retort and a thermostatic valve controlling the duct, said valve comprising a hemispherical plug and a blade of thermostatic metal on which said plug is secured, said valve operating only at temperatures exceeding 160 F. to discharge liquid from said sump to said retort.

3. The combination with a separator for receiving carburetted fuel mixture, an angularly disposed annulus projecting into the outlet end of the separator, and a sump below the annulus; of a retort below the sump, said annulus discharging separated liquid to the sump, a regulable duct connecting the sump and retort and a thermostatic valve controlling the duct, said retort containing a plurality of horizontal troughs arranged in cascade to the upper one of which said duct discharges.

4. The combination with a separator for receiving carburetted fuel mixture, an angularly disposed annulus projecting into the outlet end of the separator, and a sump below the annulus; of a retort below the sump, said annulus discharging separated liquid to the sump, a regulable duct connecting the sump and retort and a thermostatic valve controlling the duct, said retort containing a plurality of horizontal troughs arranged in cascade to the upper one of which said duct discharges, an overflow pipe for the upper trough and an overflow pipe for the sump.

5. The combination with a separator for receiving carburetted fuel mixture, an angularly disposed annulus projecting into the outlet end of the separator, and a sump below the annulus; of a retort below the sump, said annulus discharging separated liquid to the sump, a regulable duct connecting the sump and retort, a thermostatic valve controlling the duct, and a thermostatic valve,

controlled duct from said annulus to said retort and by-passing the sump.

6. The combination with an S-shaped separator for receiving a carburetted fuel mixture and imparting centrifugal action thereto, a retort chamber therebelow having horizontal troughs arranged in cascade and into which said separator discharges centrifugally, a heat retaining block at the bottom of the retort having a series of fine capillary slots therein and into which the heaviest liquid seeps for vaporization, and means to externally heat the retort by exhaust gases.

7. The combination with a separator for receiving a carburetted fuel mixture, an angularly disposed ring projecting upwardly into the separator and surrounded by a trough terminating in a basin at the lower side of the ring and, a sump below the ring; of a retort chamber open to the path of gases coming through the separator, troughs in said element arranged in cascade, an exterior jacket on the retort through which exhaust gases pass, the bottom of the retort having lugs with tapered edges depending into the path of the exhaust gases.

8. The combination with a separator for receiving carburetted fuel, an inclined ring projecting upwardly into the discharge end of said separator and surrounded by a channel terminating in a catch pan at the lower nr n30 side\0f the [Binge-sump below the ring and .a duct between the :pan and sump of "an :inclined retort vbelow thesump and having a, plurality of troughs arranged in cascade, a thermostatic vallve controlling a duct between the upper trough and sump, an over- -flOW for the sumpand for the upper trough, a iby-passduct from thechannel of the ring to the upper trough Joy-passing the sump,

and .means to heat the retort by exhaust ases. b In Witness whereof I have signed this specification.

GEORGE HAMILTON-GRAPES. 

